US20140319286A1 - Train direction detection via track circuits - Google Patents
Train direction detection via track circuits Download PDFInfo
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- US20140319286A1 US20140319286A1 US13/874,078 US201313874078A US2014319286A1 US 20140319286 A1 US20140319286 A1 US 20140319286A1 US 201313874078 A US201313874078 A US 201313874078A US 2014319286 A1 US2014319286 A1 US 2014319286A1
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- Prior art keywords
- frequency
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- impedance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L29/00—Safety means for rail/road crossing traffic
- B61L29/08—Operation of gates; Combined operation of gates and signals
- B61L29/18—Operation by approaching rail vehicle or rail vehicle train
- B61L29/22—Operation by approaching rail vehicle or rail vehicle train electrically
- B61L29/226—Operation by approaching rail vehicle or rail vehicle train electrically using track-circuits, closed or short-circuited by train or using isolated rail-sections
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
- B61L1/18—Railway track circuits
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
- B61L1/18—Railway track circuits
- B61L1/181—Details
- B61L1/187—Use of alternating current
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/023—Determination of driving direction of vehicle or vehicle train
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Description
- Embodiments of the invention relate to railroad constant warning time devices and, more particularly, to a constant warning time device using a multi-frequency train detection process.
- A constant warning time device (often referred to as a crossing predictor or a grade crossing predictor in the U.S., or a level crossing predictor in the U.K.) is an electronic device that is connected to the rails of a railroad track and is configured to detect the presence of an approaching train and determine its speed and distance from a crossing (i.e., a location at which the tracks cross a road, sidewalk or other surface used by ironing objects). The constant warning time device will use this information to generate a constant warning time signal for controlling a crossing warning device. A crossing warning device is a device that warns of the approach of a train at a crossing, examples of which include crossing gate arms (e.g., the familiar black and white striped wooden arms often found at highway grade crossings to warn motorists of an approaching train), crossing lights (such as the red flashing lights often found at highway grade crossings in conjunction with the crossing gate arms discussed above), and/or crossing bells or other audio alarm devices. Constant warning time devices are often (but not always) configured to activate the crossing warning device at a fixed time (e.g., 30 seconds) prior to an approaching train arriving at a crossing.
- Typical constant warning time devices include a transmitter that transmits a signal over a circuit formed by the track's rails and one or more termination shunts positioned at desired approach distances from the transmitter, a receiver that detects one or more resulting signal characteristics, and a logic circuit such as a microprocessor or hardwired logic that detects the presence of a train and determines its speed and distance from the crossing. The approach distance depends on the maximum allowable speed of a train, the desired warning time, and a safety factor. Preferred embodiments of constant warning time devices generate and transmit a constant current AC signal on said track circuit; constant warning time devices detect a train and determine its distance and speed by measuring impedance changes caused by the train's wheels and axles acting as a shunt across the rails, which effectively shortens the length (and hence lowers the impedance) of the rails in the circuit. Multiple constant warning devices can monitor a given track circuit if each device measures track impedance at a different frequency. Measurement frequencies are chosen such that they have a low probability of interfering with each other while also avoiding power line harmonics.
- Federal regulations mandate that a constant warning time device be capable of detecting the presence of a train as it approaches a crossing and to activate the crossing warning devices in a timely manner that is suitable for the train speed and its distance from the crossing. In addition, the device must be capable of detecting trains that approach the crossing from both sides of the crossing (e.g., from east to west and from west to east, north to south and south to north, etc.).
- One way to achieve this is to use two uni-directional track circuits, one that detects the presence of the train approaching from a first direction and one that detects the presence of the train approaching from a second direction. Uni-directional track circuits often employ insulated track joints. An insulated track joint requires the rails to be physically cut. Since the rails on either side of these cuts are required to be aligned to prevent derailment and other problems, insulated track joints require additional maintenance and monitoring, which is undesirable.
- Although bi-directional track circuits can detect the direction of approaching trains from both sides of the crossing, they often require extra signaling or calculations, which is also undesirable. Thus, there is a need and desire for a fast and reliable technique fir determining the direction of a train travelling along a railroad track.
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FIG. 1 illustrates a circuit diagram of an example track circuit in accordance with an embodiment disclosed herein. -
FIG. 2 illustrates a circuit diagram of another example track circuit in accordance with another embodiment disclosed herein. -
FIG. 3 illustrates a circuit diagram of another example track circuit in accordance with yet another embodiment disclosed herein. -
FIG. 1 illustrates atrack circuit 100 in accordance with a disclosed embodiment. Thetrack circuit 100 is a bi-directional track circuit. Thetrack circuit 100 is provided at a location in which aroad 20 crosses arailroad track 22. Therailroad track 22 includes tworails FIG. 1 ) that are provided over and within railroad ballast to support the rails. Therails rails - The
track circuit 100 includes a constantwarning time device 40 that comprises atransmitter 43 connected across therails 22 a. 22 b on one side of theroad 20 and areceiver 44 connected across therails road 20. Although thetransmitter 43 andreceiver 44 are connected on opposite sides of theroad 20, those of skill in the art will recognize that the components of thetransmitter 43 andreceiver 44 other than the physical conductors that connect to thetrack 22 are often co-located in an enclosure located on one side of theroad 20. Thetransmitter 43 andreceiver 44 are also connected to acontrol unit 44 a, which is also often located in the aforementioned enclosure. Thecontrol unit 44 a is connected to and includes logic, for controllingwarning devices 47 at the crossing of theroad 20 and thetrack 22. Thecontrol unit 44 a also includes logic (which may be implemented in hardware, software, or a combination thereof) for calculating train speed, distance and direction, and producing constant warning time signals for its crossing. - Also shown in
FIG. 1 are a pair oftermination shunts road 20 at a desired approach distance (e.g.., 3000 feet). Thus, therails 22 a. 22 b on each side of theroad 20 have first and second approach areas respectively defined by the first andsecond shunts shunts - Typically, in existing track circuits, the shunts positioned on both sides of the road and their associated constant warning time device are tuned to the same frequency. This way, the transmitter can continuously transmit one AC signal having one frequency, the receiver can measure the voltage response of the rails and the control unit can make impedance and constant warning time determinations based on one specific frequency. When a train crosses one of the termination shunts, the train's wheels and axles act as shunts, which lowers the inductance, impedance and voltage measured by the corresponding control unit. Measuring the change in the impedance indicates the distance of the train, and measuring the rate of change of the impedance (or integrating the impedance over time) allows the speed of the train to be determined. The known constant warning time devices can determine direction by monitoring the change in impedance. For example, as a train moves toward the device, the measured impedance will decrease, whereas the impedance will increase as the train moves away from the device. As noted above, there is a need for a better, faster and more reliable technique for determining train direction, particularly on a bi-directional track circuit.
- The disclosed embodiments utilize the principle that an approaching train's wheels provide a non-frequency specific or broadband shunt to the
rails warning time device 40 will use two different frequencies (e.g., first and second frequencies) and different frequency tuned shunts, one on a first side of theroad 20 and another on a second side of theroad 20, to determine which side of theroad 20 the train is approaching from. Train detection determinations will be made using two AC signals, one having the first frequency and one having the second frequency. The frequencies will be selected in accordance with the criteria that there must be no interference with other track signals (including other primary and supplemental track circuit frequencies), in one embodiment, the frequencies can be set by train or maintenance personnel, or any other user of thetrack circuit 100. As will be explained below in more detail, detecting impedance behavior associated with the different frequencies allows for a quick and accurate way to determine which side of theroad 20 the train is approaching from. - In accordance with the disclosed principles, the
first shunt 48 is a multi-frequency shunt tuned to two specific frequencies (e.g., the first and second frequencies). Thesecond shunt 50, on the other hand, is tuned to only one of the first or second frequencies. For example purposes only, thesecond shunt 50 is described in the following description as being tuned to the first frequency, but it should be appreciated that it could be tuned to the second frequency if desired. Theshunts - In accordance with the disclosed principles, the
transmitter 43 is configured to transmit two constant current AC signals. The first signal will have the first frequency, corresponding to one of the frequencies of the first frequency tunedshunt 48 and the lone frequency of the second tunedshunt 50, while the second signal will have the second frequency, corresponding to the second frequency of the first tunedshunt 48. Typically, the first and second frequencies will be in the audio frequency range, such as e.g., 50 Hz-1000 Hz, but it should be appreciated that any suitable frequency can be used for the first and second frequencies. Likewise, thereceiver 44 will be configured to detect signals based on the first and second frequencies. For example, thereceiver 44 can include multiple signal processors, with each processor capable of detecting a respective signal frequency. Thereceiver 44 will measure the voltage across therails transmitter 43 generates constant current AC signals) is indicative of the impedance and hence the inductance of the circuit formed by therails control unit 44 a will determine, among other things, the direction of the train based on these impedance measurements in the manner explained below. - When a train approaches from the side of the
road 20 having the first tuned shunt 48 (i.e., it enters approach 1), the first and second frequencies will exhibit the same impedance behavior. That is, when the train approaches from the side of the road having tunedshunt 48, the first and second frequencies will exhibit decreasing signal levels simultaneously (although their slopes will differ based on the fact that the first signal is terminated at both ends by the train axles and opposite end shunt, and the second signal is terminated by the train axles alone). If thecontrol unit 44 a detects this behavior, it determines that the train is travelling fromapproach 1 towards theroad 20. On the other hand, if a train approaches from the side of theroad 20 having the second tuned shunt 50 (i.e., it enters approach 2), the first and second frequencies will exhibit different impedance behavior because the second frequency propagates beyond theshunt 50 and therefore will be affected by it (i.e., train axle shunting); in contrast, the first frequency will not be affected until the train axle crosses overshunt 50 intoapproach 2. If thecontrol unit 44 a detects this behavior, it determines that the train is travelling fromapproach 2 towards theroad 20. Thus, by monitoring the impedance behavior of therails -
FIG. 2 illustrates atrack circuit 200 in accordance with another disclosed embodiment. Thetrack circuit 200 is a bi-directional track circuit. Like elements from theFIG. 1 circuit 100 contain the same reference numerals inFIG. 2 and are not discussed further with respect toFIG. 2 . - The
track circuit 200 includes a constantwarning time device 140 that comprises atransmitter 143 connected across therails road 20 and areceiver 144 connected across therails 22 a. 22 b on the other side of theroad 20. Although thetransmitter 143 andreceiver 144 are connected on opposite sides of theroad 20, those of skill in the art will recognize that the components of thetransmitter 143 and receiver 14 other than the physical conductors that connect to thetrack 22 are often co-located in an enclosure located on one side of theroad 20. Thetransmitter 143 andreceiver 144 are also connected to acontrol unit 144 a, which is also often located in the aforementioned enclosure. Thecontrol unit 144 a is connected to and includes logic for controllingwarning devices 47 at the crossing of theroad 20 and thetrack 22. Thecontrol unit 144 a also includes logic (which may be implemented in hardware, software, or a combination thereof) for calculating train speed, distance and direction, and producing constant warning time signals for its crossing. - In the illustrated embodiment, there are three frequency tuned
shunts rails second shunts third shunt 152 is located somewhere between thefirst shunt 148 and theroad 20. In one embodiment, thethird shunt 152 is located anywhere between 1000 and 2000 feet away from theroad 20. It should be appreciated, however, that the exact location of thethird shunt 152 is not limited and that it only needs to be somewhere in the first approach area defined by thefirst shunt 148. In the illustrated embodiment, theshunts - In accordance with the disclosed principles, the
first shunt 148 is tuned to a first specific frequency and thethird shunt 152 is tuned to a second, different specific frequency. Thesecond shunt 150 is a multi-frequency shunt tuned to both the first and second frequencies. As with theshunts FIG. 1 , shunts 148, 150 and 152 can comprise passive components (e.g., capacitors and inductors) that are configured for their respective frequency/frequencies or they can be programmable shunts that are programmed to the appropriate frequency/frequencies. - In accordance with the disclosed principles, the
transmitter 143 is configured to transmit two constant current AC signals. The first signal will have the first frequency, corresponding to one of the frequencies of thesecond shunt 150 and the lone frequency of thefirst shunt 148, while the second signal will have the second frequency, corresponding to a second one of the frequencies of thesecond shunt 150 and the lone frequency of thethird shunt 152. As with other embodiments disclosed herein, the first and second frequencies can be in the audio frequency range, such as e.g., 50 Hz-1000 Hz, but may be any suitable frequency. Thereceiver 144 will be configured to detect signals based on the first and second frequencies. For example, thereceiver 144 can include multiple signal processors, with each processor capable of detecting a respective signal frequency. Thereceiver 144 will measure the voltage across therails rails control unit 144 a will determine, among other things, the direction of the train based on these impedance measurements in the manner explained below. - When a train approaches from the side of the
road 20 having the second tuned shunt 150 (i.e., it enters approach 2), the first and second frequencies will exhibit the same impedance behavior. If thecontrol unit 144 a detects this behavior, it determines that the train is travelling fromapproach 2 towards theroad 20. By contrast, if a train approaches from the side of theroad 20 having the first andthird shunts 148, 152 (i.e., it enters approach 1), the first and second frequencies will exhibit different impedance behavior because the first frequency will be shunted before the second frequency is shunted due to the separation of the first andthird shunts control unit 144 a detects this behavior, it determines that the train is travelling fromapproach 1 towards theroad 20. Thus, by monitoring the impedance behavior of therails - Although not illustrated, the principles of the
FIG. 2 embodiment can be applied using an adjacent or nearby track circuit as one of the first or third shunts and the frequency of that track circuit as one of the frequencies. For example, if there is a nearby or adjacent track circuit with its own termination shunt positioned between thefirst shunt 148 and theroad 20, the termination shunt from the nearby or adjacent circuit can be used as thethird shunt 152, which is tuned to a different frequency than thefirst shunt 148. Thesecond shunt 150 would be tuned to a first frequency transmitted by the constantwarning time device 140 ofcircuit 200, which is also the frequency of thefirst shunt 148, and a second frequency transmitted by the constant warning time device of the nearby/adjacent track circuit. - Likewise, if the nearby/adjacent track circuit has a termination shunt positioned outside of the first approach area, the termination shunt from the nearby/adjacent circuit can be used as the
first shunt 148, which would have a different frequency than thethird shunt 152. Thesecond shunt 150 would be tuned to a first frequency transmitted by the constantwarning time device 140 ofcircuit 200, which is also the frequency of thethird shunt 152, and a second frequency transmitted by the constant warning time device of the nearby/adjacent track circuit. These scenarios are possible because the nearby/adjacent track circuit must necessarily use a different frequency than the frequency used bycircuit 200, otherwise the circuits would interfere with each other, in this alternative embodiment, thetransmitter 143 need only transmit one AC signal with either the first or second frequency, depending on the scenario, since the second signal with the other frequency is being transmitted by the nearby/adjacent rack circuit. Thereceiver 144, on the other hand, must still be capable of measuring signals based on both frequencies and thecontrol unit 144 a will still make train direction determinations as set forth above. As such, this alternative will use less shunt circuitry than the embodiment illustrated inFIG. 2 and will use a simplified transmitter as it only needs to transmit one AC signal. - The disclosed principles could be implemented on a
track circuit 300 that usesinsulated joints 350, such as thecircuit 300 illustrated inFIG. 3 . Typically, insulated joints provide train direction indication by virtue of a step change in impedance as the train crosses over the insulated joint. This technique would only use one frequency impedance measurement. The technique, however, can be improved using a multi-frequency impedance measurement technique in accordance with the disclosed principles. That is, two frequencies can transmitted along therails tuned frequency shunt 348A positioned at a typical shunting location defining an approach area, and a second frequency corresponding to additional tuned frequency shunts 348B that are used to bypass the insulated joint 350 for the second frequency. - A constant
warning time device 340 having atransmitter 343, areceiver 344 and acontrol unit 344 a is also connected to therails 22 a. 22 b in a manner similar to the other embodiments disclosed herein. In accordance with the disclosed principles, thetransmitter 343 is configured to transmit two constant current AC signals. The first signal will have the first frequency, corresponding to the frequencies of thefirst shunt 348A, and the second signal will have the second frequency, corresponding to the bypass shunts 348B. As with other embodiments disclosed herein, the first and second frequencies can be in the audio frequency range, such as e.g., 50 Hz-1000 Hz, but may be any suitable frequency. Thereceiver 344 will be configured to detect signals based on the first and second frequencies and can be configured as described above for the other disclosed embodiments. Thereceiver 344 will measure the voltage across therails control unit 344 a will mike an earlier train direction determination, among other things, based on these impedance measurements. That is, the bypassed second frequency will show impedance changes due to the shunting action of the train prior to the insulated joint 350 versus the non-bypassed frequency associated withtermination shunt 348A. - The disclosed embodiments provide several advantages over existing track circuits and constant warning time devices. For example, and as mentioned above, train direction detection can be determined in a more reliable, faster and accurate manner. Federally mandated automated maintenance and other regulations can be implemented and satisfied since train movements and associated warning times for both approach directions can be demonstrated and reported quite easily.
- The foregoing examples are provided merely for the purpose of explanation and are in no way to be construed as limiting. Further areas of applicability of the present disclosure will become apparent from the detailed description, drawings and claims provided hereinafter. While reference to various embodiments is made, the words used herein are words of description and illustration, rather than words of limitation. Further, although reference to particular means, materials, and embodiments are shown, there is no limitation to the particulars disclosed herein. Rather, the embodiments extend to all functionally equivalent structures, methods, and uses, such as are within the scope of the appended claims.
- Additionally, the purpose of the Abstract is to enable the patent office and the public generally, and especially the scientists, engineers and practitioners in the art who are not familiar with patent or legal terms or phraseology, to determine quickly from a cursory inspection the nature of the technical disclosure of the application. The Abstract is not intended to be limiting as to the scope of the present inventions in any way.
Claims (24)
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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US13/874,078 US8899530B2 (en) | 2013-04-30 | 2013-04-30 | Train direction detection via track circuits |
PCT/US2014/034084 WO2014179028A2 (en) | 2013-04-30 | 2014-04-15 | Train direction detection via track circuits |
CA2910776A CA2910776C (en) | 2013-04-30 | 2014-04-15 | Train direction detection via track circuits |
AU2014260324A AU2014260324B2 (en) | 2013-04-30 | 2014-04-15 | Train direction detection via track circuits |
MX2015014785A MX2015014785A (en) | 2013-04-30 | 2014-04-15 | Train direction detection via track circuits. |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US13/874,078 US8899530B2 (en) | 2013-04-30 | 2013-04-30 | Train direction detection via track circuits |
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US20140319286A1 true US20140319286A1 (en) | 2014-10-30 |
US8899530B2 US8899530B2 (en) | 2014-12-02 |
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US13/874,078 Active US8899530B2 (en) | 2013-04-30 | 2013-04-30 | Train direction detection via track circuits |
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AU (1) | AU2014260324B2 (en) |
CA (1) | CA2910776C (en) |
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WO (1) | WO2014179028A2 (en) |
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US20130284859A1 (en) * | 2012-04-27 | 2013-10-31 | Transportation Technology Center, Inc. | System and method for detecting broken rail and occupied track from a railway vehicle |
US20140263858A1 (en) * | 2013-03-15 | 2014-09-18 | Siemens Industry, Inc. | Wireless and/or wired frequency programmable termination shunts |
US20170021846A1 (en) * | 2014-03-31 | 2017-01-26 | Vossloh Signaling, Inc. | Train Direction Detection Apparatus and Method |
US9630635B2 (en) * | 2015-03-03 | 2017-04-25 | Siemens Canada Limited | Train direction and route detection via wireless sensors |
US10017197B2 (en) * | 2009-10-27 | 2018-07-10 | Siemens Industry, Inc. | Apparatus for bi-directional downstream adjacent crossing signaling |
US10029717B2 (en) * | 2014-10-02 | 2018-07-24 | Vossloh Signaling Usa, Inc. | Railroad track circuits |
AU2017216497B2 (en) * | 2009-10-27 | 2018-12-20 | Siemens Industry, Inc | Method and apparatus for bi-directional downstream adjacent crossing signalling |
RU2703868C1 (en) * | 2019-01-28 | 2019-10-22 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Омский государственный университет путей сообщения" | Automatic locomotive alarm device |
WO2022098346A1 (en) * | 2020-11-04 | 2022-05-12 | Siemens Mobility, Inc. | A railroad crossing control system with auxiliary shunting device |
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- 2014-04-15 CA CA2910776A patent/CA2910776C/en active Active
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US10017197B2 (en) * | 2009-10-27 | 2018-07-10 | Siemens Industry, Inc. | Apparatus for bi-directional downstream adjacent crossing signaling |
AU2017216497B2 (en) * | 2009-10-27 | 2018-12-20 | Siemens Industry, Inc | Method and apparatus for bi-directional downstream adjacent crossing signalling |
US20130284859A1 (en) * | 2012-04-27 | 2013-10-31 | Transportation Technology Center, Inc. | System and method for detecting broken rail and occupied track from a railway vehicle |
US9162691B2 (en) * | 2012-04-27 | 2015-10-20 | Transportation Technology Center, Inc. | System and method for detecting broken rail and occupied track from a railway vehicle |
US20140263858A1 (en) * | 2013-03-15 | 2014-09-18 | Siemens Industry, Inc. | Wireless and/or wired frequency programmable termination shunts |
US9248848B2 (en) * | 2013-03-15 | 2016-02-02 | Siemens Industry, Inc. | Wireless and/or wired frequency programmable termination shunts |
US20170021846A1 (en) * | 2014-03-31 | 2017-01-26 | Vossloh Signaling, Inc. | Train Direction Detection Apparatus and Method |
US11279387B2 (en) * | 2014-03-31 | 2022-03-22 | Vossloh Signaling, Inc. | Train direction detection apparatus and method |
US10029717B2 (en) * | 2014-10-02 | 2018-07-24 | Vossloh Signaling Usa, Inc. | Railroad track circuits |
US9630635B2 (en) * | 2015-03-03 | 2017-04-25 | Siemens Canada Limited | Train direction and route detection via wireless sensors |
RU2703868C1 (en) * | 2019-01-28 | 2019-10-22 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Омский государственный университет путей сообщения" | Automatic locomotive alarm device |
WO2022098346A1 (en) * | 2020-11-04 | 2022-05-12 | Siemens Mobility, Inc. | A railroad crossing control system with auxiliary shunting device |
Also Published As
Publication number | Publication date |
---|---|
WO2014179028A3 (en) | 2015-04-16 |
WO2014179028A2 (en) | 2014-11-06 |
CA2910776C (en) | 2018-12-18 |
US8899530B2 (en) | 2014-12-02 |
MX2015014785A (en) | 2016-03-07 |
CA2910776A1 (en) | 2014-11-06 |
AU2014260324A1 (en) | 2015-12-17 |
AU2014260324B2 (en) | 2017-02-16 |
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